WO2016202771A1

WO2016202771A1 - Apparatus and method for determining a vehicle position in a fixed-traffic-node coordinate system

Info

Publication number: WO2016202771A1
Application number: PCT/EP2016/063573
Authority: WO
Inventors: Ahmad EL ASSAAD
Original assignee: Novero Gmbh
Priority date: 2015-06-15
Filing date: 2016-06-14
Publication date: 2016-12-22
Also published as: EP3308189A1; DE102015210958A1; US20180364046A1; CN107750340A

Abstract

The invention relates to a method and an apparatus for determining a vehicle position in a fixed-traffic-node coordinate system, wherein the apparatus (1) comprises at least one reception device (2) for receiving a signal from a traffic-node transmission device (3), at least one device for determining a piece of direction-of-travel information in a global reference coordinate system and at least one evaluation device (5), wherein a spatial relationship between the global reference coordinate system and the fixed-traffic-node coordinate system is known in advance, wherein the evaluation device (5) can be used to take at least one signal property of a received signal as a basis for determining a position of the traffic-node transmission device (3) in a vehicle coordinate system, wherein the evaluation device (5) can be used to determine the vehicle position in the fixed-traffic-node coordinate system on the basis of the direction-of-travel information and the position of the traffic-node transmission device (3) in the vehicle coordinate system.

Description

Device and method for determining a vehicle position in a

traffic-knot coordinate system

The invention relates to a device and a method for determining a

Vehicle position in a traffic-knot-fixed coordinate system.

Self-driving or so-called autonomous vehicles are the subject of intensive development activities. An essential part of the development concerns the control of a traffic flow that includes autonomous vehicles. This control is particularly relevant in the area of traffic nodes, such as intersections.

In order to enable a collision-free traffic flow through the traffic node, it is advantageous to know the positions of all vehicles in the area of the traffic node in a traffic node-fixed coordinate system. Based on these positions, a traffic flow can then be controlled. In order to control the traffic flow, for example, control signals can be transmitted from a higher-level control device to each autonomous vehicle. These control signals can

For example, include speed control signals and directional control signals.

It raises the technical problem, a method and an apparatus for

Determining a vehicle position in a traffic knot-fixed coordinate system to create, which is a precise, time-quickly feasible as well as a cost and component-saving implementation of such a position determination

enable.

The solution of the technical problem results from the objects with the features of claims 1 and 9. Further advantageous embodiments of the invention will become apparent from the dependent claims.

It is a basic idea of the invention, determined by the vehicle

Use travel direction information and also a vehicle-determined position of a traffic node-side transmitting device in the vehicle coordinate system to determine the position of the vehicle in the traffic knot-fixed coordinate system. A device is proposed for determining a vehicle position in a traffic node fixed coordinate system. The device may be an on-vehicle device. This may mean that all elements of the device are arranged in or on the vehicle.

The traffic node fixed coordinate system denotes a coordinate system assigned to the traffic node. Parts or sections of the traffic node, for example lanes of driveways and / or departures, do not change their spatial position in the traffic knot-fixed coordinate system. The transportation hub may include one or more accesses and one or more departures. Each driveway and exit may include at least one lane. In particular, the traffic junction may be an intersection. Of course, the term crossing here also includes a so-called T-junction or Y-junction.

An origin of the traffic node fixed coordinate system, for example, correspond to a geometric center of the traffic node. However, this is not mandatory. The hub fixed coordinate system can be two or three

Spatial directions include. Thus, the traffic-knot-fixed coordinate system, for example, a hitch-fixed longitudinal direction (x-direction) and a hitch-fixed transverse direction (y-direction) include. These may be orthogonal to each other and span a plane orthogonal to a traffic-knot-fixed vertical direction (z-direction). The traffic-knot-fixed vertical direction can be oriented parallel to a gravitational force, wherein the

Vertical direction is oriented from bottom to top, if it is oriented opposite to the direction of gravitational force. The hub fixed coordinate system may also include the hitch fixed vertical direction. However, this is not mandatory. Thus, the hitch-fixed coordinate system may be a two- or three-dimensional coordinate system.

The device comprises at least one receiving device for receiving a signal of a traffic node-side transmitting device. The position of the

Receiving device in a vehicle coordinate system may be previously known. The received signal may in particular be a high-frequency signal. In this case, the traffic node-side transmitting device denotes a device for transmitting signals, wherein this traffic-node-side transmitting device is arranged stationarily with respect to the traffic-knot-fixed coordinate system. The position of the traffic node-side transmitting device in the traffic-knot-fixed coordinate system can be previously known. For example, the position of the

Traffic node-side transmitting device in the fixed traffic coordinate system be part of a traffic-specific information that is stored in a memory device of the vehicle or retrievable from an evaluation of the vehicle. Thus, the traffic-node-specific information can also be stored in a vehicle-external storage device.

It is e.g. conceivable that a position of the traffic node in a

Reference coordinate system is previously known. For example, this position can also be part of the traffic-node-specific information. In this case, e.g. a position of the vehicle in the reference coordinate system are determined, for example by means of a position detection device. This position detection device may be, for example, a GNSS device. Thus, that can

Reference coordinate system to be a GNSS coordinate system. By comparing the vehicle position in the reference coordinate system and the position of traffic nodes in the reference coordinate system, the corresponding traffic node can then be selected and the traffic-node-specific information retrieved. By way of example, the traffic node to which the vehicle drives and / or which has a minimum distance from the vehicle can be selected as the traffic node.

It is further conceivable for the traffic node-side transmitting device to be arranged at a predetermined height above a road surface of the traffic node, that is to say with a previously known vertical position.

The traffic node-side transmitting device can emit a signal. This signal can be transmitted periodically, for example. Alternatively, the signal may be an answering signal, the answering signal being sent out when on

corresponding request signal was received. The request signal can

For example, be emitted from a vehicle-side transmitting device. It is possible that the traffic node fixed transmitting device is a transmitting / receiving device that can receive the request signal. It is the same possible that the vehicle-side receiving device is a transmitting / receiving device that can send out the request signal.

Furthermore, the device comprises a device for determining a

Direction information in a global reference coordinate system. A spatial relationship between the global reference coordinate system and the

traffic node fixed coordinate system is already known. In particular, the

Orientation of the spatial directions or at least one spatial direction of the

traffic-dense coordinate system in the global reference coordinate system. Also, a location of the origin of the traffic knot-fixed

Coordinate system in the global reference coordinate system. This is not mandatory. By way of example, the global reference coordinate system may also comprise two or three spatial directions, in particular a longitudinal direction that is fixed in relation to the reference coordinate system, a transverse direction fixed in reference coordinate system and, if appropriate, a reference direction fixed vertical direction.

The spatial relationship, in particular the orientation of the spatial directions of the traffic-knot-fixed coordinate system in the global reference coordinate system, can also be part of the retrievable traffic-node-specific information.

Preferably, one of the spatial directions, for example the transverse direction, of the global reference coordinate system is oriented towards the magnetic north pole. Thus, the lateral direction may correspond to the direction "magnetic north." In this case, another spatial direction of the global reference coordinate system, such as the reference coordinate system fixed longitudinal direction, may be oriented orthogonal to this spatial direction and orthogonal to a gravitational direction.

Preferably, at least one spatial direction of the traffic node is fixed

Coordinate system parallel to a spatial direction of the global

Reference coordinate system. For example, each spatial direction of the

traffic-dense coordinate system parallel to one of the spatial directions of the reference coordinate system. For example, the transverse direction of the

traffic-dense coordinate system parallel to the transverse direction of the global reference coordinate system. In this case, the transverse direction of the traffic knot-fixed coordinate system is oriented towards the magnetic north pole. Furthermore, the device comprises at least one evaluation device. The evaluation device can be part of a vehicle-side control device, for example. Further, for example, the evaluation device can be provided by a microcontroller.

By means of the evaluation device, a position of the traffic node-side transmitting device in a vehicle coordinate system can be determined as a function of at least one signal property of a received signal. The vehicle coordinate system denotes a coordinate system fixed with respect to the vehicle. This vehicle coordinate system can also have two or three spatial directions, in particular a vehicle longitudinal direction, a vehicle transverse direction and, if appropriate, a

Vehicle vertical direction include. The vehicle longitudinal direction may, for example, be oriented parallel to a roll axis of the vehicle. The vehicle transverse axis can be oriented parallel to a vehicle pitch axis. The vehicle vertical axis can be oriented parallel to a Fahrzeuggierachse.

The at least one signal property may be, for example, a signal level or a signal intensity of the received signal. About a previously known

Relationship between the signal property and a distance may be the spatial distance between the receiving device and the hub

Transmitting device and thus a spatial distance between the origin of the vehicle coordinate system and the origin of the traffic node fixed

Coordinate system can be determined. For example, the distance may be proportional to a ratio between transmission power and reception power. In this case, the transmission power may be previously known.

Further, it may be possible to have a direction of the vehicle side

Receiving device received signal to determine.

Preferably, the at least one signal property is a runtime. The detection of the distance between the vehicle and the traffic node-side transmitting device can thus take place as a function of the transit time of the signal between the transport node-side transmitting device and the vehicle-side receiving device. In this case, the vehicle-side transmitting device is a request signal with information about the Encoding the sending time of the request signal. In the traffic node side receiving device, a response signal is sent back to the vehicle with a minimum time delay. The duration of the time delay can be coded by a signal property and thus determined on the vehicle side or be known on the vehicle side, for example stored in a memory device. The transmission time of the response signal is then the sum of the transmission time of the request signal and the duration of the time delay and the duration of the request signal. If the response signal is received in the vehicle-side receiving device, a receiving time can be further determined on the vehicle side, wherein the duration of the

Response signal as half of the difference between the reception time and the sum of the transmission time of the request signal and time delay when sending the

Response signal can be determined. The duration of the request signal also corresponds to half of this difference.

With this method, the determination of the transit time of the response signal can be carried out without temporal synchronization between the transport node-side transmitting device and the vehicle-side receiving device. It is also advantageous here that the response signal can be generated and transmitted as an analog and high-frequency signal in the traffic node-side transmitting device. Thus, a minimal

Time delay in the generation and transmission of the response signal can be achieved.

In summary, it is possible to assign the traffic node-side transmitting device and thus also the origin of the traffic-knot-fixed coordinate system a position in the vehicle coordinate system.

Further, by means of the evaluation device, the vehicle position in the

traffic-node-fixed coordinate system depending on the direction of travel information and the position of the hub-side transmitting device in the

Vehicle coordinate system determinable. Since the spatial relationship between the global reference coordinate system and the traffic node fixed coordinate system is previously known, can be determined by the in the global reference coordinate system

Direction information to determine the direction of travel of the vehicle in the traffic knot-fixed coordinate system, for example in the form of a direction vector. For example, the vehicle position in the traffic knot-fixed coordinate system can be determined such that the direction information, for example a

Direction of travel vector, in the traffic knot fixed coordinate system to the

Direction information in the global reference coordinate system corresponds as well as the spatial distance between the origin of the hub

Coordinate system and the origin of the vehicle coordinate system in

traffic-dense coordinate system corresponds to the distance in the vehicle coordinate system.

In other words, it can be determined from which direction in the

coordinate system, the vehicle approaches the traffic node or in which direction in the fixed traffic coordinate system, the vehicle from the transport node. This allows the assignment of the vehicle to a part or section of the traffic node, for example to a traffic lane. Depending on this assignment and the distance then the vehicle position can be determined in the fixed traffic coordinate system. This means that individual steps of the method also for determining a retraction in the

Serve the traffic node area. Thus, a method for determining a direction of retraction into the traffic node area is also described.

In particular, depending on the direction information a

Transformation rule, in particular a transformation matrix, are determined, which can be converted by means of the transformation rule, the position of the traffic node-side transmitting device in the vehicle coordinate system in the vehicle position in the transport node fixed coordinate system. This is

for example via a multiplication of the transformation matrix with a

Position vector feasible, wherein the position vector, the position of the

traffic node-side transmitting device encoded in the vehicle coordinate system.

The determination of the vehicle position in the traffic knot-fixed coordinate system by means of the proposed device can, for example, take place at a point in time at which the vehicle enters a spatial area which is also known as

Traffic node area can be designated, enters or enters with a predetermined size around the transport node. For example, the determination may be performed when the traffic node side transmitting device is a vehicle side received request signal having a received power that is greater than a predetermined threshold.

The device advantageously allows the input direction or

Einfahrrichtung of a vehicle in the traffic node area to determine without a self-localization of the vehicle is necessary.

Overall, it results in an advantageous manner that a precise, computationally simple and fast to be performed determination of the vehicle position in the

traffic-node-fixed coordinate system is possible, which usually already existing vehicle-side elements are used and wherein no complex detection of the vehicle in the traffic node area by a hub-side detection device is necessary.

In a further embodiment, the device for determining a

Direction of travel information designed as an inertial sensor or includes an inertial sensor. The inertial sensor can in particular be designed such that the inertial sensor can generate an output signal which forms an angle between one

Driving direction vector of the vehicle and a spatial direction of the global

Reference coordinate system represents. In particular, the output signal may represent an angle between the direction of travel vector and a direction oriented toward the north magnetic pole. This direction may be a reference direction in the global reference coordinate system. Such inertial sensors are regularly present in vehicles. This results in an advantageous way that existing

Elements in the vehicle can be used for the proposed device, which reduces a space requirement and manufacturing costs. Next results in

Advantageously, that inertial sensors allow a reliable and accurate determination of the direction of travel.

In a preferred embodiment, the inertial sensor is a magnetometer

educated. The magnetometer can be designed in particular as a magnetometer compass. The magnetometer allows the detection of the earth's magnetic field, in particular the direction of the earth's magnetic field. This in turn allows the determination in an advantageous manner an angle between the vehicle longitudinal direction and the magnetic north direction (magnetic north).

In a further embodiment, a yaw angle can be determined as the direction of travel information. The yaw angle denotes an angle between a

Vehicle longitudinal direction and a reference direction of the global

Reference coordinate system. In particular, the yaw angle can be detected by the previously explained inertial sensor. The yaw angle can in this case, in particular, the angle between the vehicle longitudinal direction and a direction that is towards the

Magnetic North Pole is oriented. This results in an advantageous manner that the yaw angle, which is usually determined in the context of the operation of other vehicle assistance systems, also for determining the vehicle position in

traffic-dense coordinate system can be used.

In a further embodiment, the device comprises a transmission device for transmitting the vehicle position in the traffic node fixed coordinate system. The transmitting device may be part of the previously explained transmitting / receiving device. Thus, information regarding the vehicle position in the

traffic-node-fixed coordinate system from the vehicle to a parent

Control means are transmitted, which can control a traffic flow through the traffic node based on this vehicle position.

In a further embodiment, the device comprises a device for

Track determination of the vehicle, with an updated vehicle position depending on the last determined vehicle position and a traveled

Travel path is determinable. The guideway can be a guideway of the vehicle, which has covered this between two times.

For example, the determination of the vehicle position in the traffic knot-fixed coordinate system depending on the direction information and the position of the transport node side transmitting device in the vehicle coordinate system can be performed only once or initially, in particular if the vehicle at an entry time first in the above-mentioned space around the area

Traffic node enters around. However, it may be desirable, the vehicle position in the traffic knot-fixed coordinate system at subsequent times so also in time after entry. In principle, it would be possible, at these subsequent times, to determine the previously explained determination of

Repeat the vehicle position in the traffic node fixed coordinate system. Preferably, however, at a further point in time, which follows the entry time, a travel path which was covered by the vehicle between the further time and the time of entry can be determined. The route information may include distance information and direction information. Depending on the route information, the vehicle position determined at the time of entry can then be updated or updated. For example, it is possible to determine portions of the travel path in spatial directions of the vehicle coordinate system and to convert these into the transport node-fixed coordinate system. The converted shares can then be added to the vehicle position determined at the time of entry.

Of course, the updated vehicle position in the traffic-node-fixed coordinate system can likewise be transmitted to a higher-level system.

In a further embodiment, the device for determining the route includes the device for determining the direction information, a device for

Determining a vehicle acceleration and / or a device for determining a vehicle speed and / or at least one device for determining the rotation or the rotational speed of the vehicle. The device are preferably used to determine the variables mentioned in a three-dimensional space. A device for determining a vehicle speed can be designed, for example, as an acceleration sensor, in particular as a three-dimensional acceleration sensor. A device for determining a vehicle rotation, in particular in three-dimensional space, can be configured as a sensor for a yaw angle, a pitch angle and / or a roll angle or as a sensor for a yaw angular velocity, a pitch angular velocity and / or a roll angular velocity. These devices advantageously allow a simple determination of a direction of travel and a distance covered between two points in time.

Further proposed is an arrangement for determining a vehicle position in a traffic knot-fixed coordinate system. The arrangement comprises a

Device for determining vehicle position according to one of the embodiments described in this disclosure. Furthermore, the arrangement comprises a Traffic node-side transmitting device. The arrangement may further include a

Traffic control associated with control node. This can control a traffic flow through the traffic node depending on the particular vehicle positions. In this case, the traffic node-side transmitting device can be designed in accordance with one or more aspects (e) explained in this disclosure.

This advantageously results in an arrangement by means of which precise determination of the vehicle position in the traffic-knot-fixed coordinate system can be carried out quickly and computationally quickly and computationally.

Further proposed is a method for determining a vehicle position in a traffic node fixed coordinate system. The method may be performed by means of a device according to one of the embodiments described in this disclosure. Thus, the device is designed such that the

proposed method by means of the device is feasible.

In this case, a signal of a traffic node-side transmitting device is received by a vehicle-side receiving device. This signal may, in particular, be a response signal to a request signal transmitted on the vehicle side.

Further, heading information is determined in a global reference coordinate system, with a spatial relationship between the global

Reference coordinate system and the traffic node fixed coordinate system is previously known. This has been explained previously.

Further, depending on at least one signal property of a received signal, a position of the traffic node side transmitting means in one

Vehicle coordinate system determined.

The vehicle position in the traffic node fixed coordinate system is then determined depending on the direction information and the position of the traffic node side transmitting device in the vehicle coordinate system. The method can be carried out in particular by means of an evaluation device on the vehicle side. The method can be carried out, in particular, when the vehicle first arrives at a time of entry in a predetermined space around the vehicle

Traffic node is detected around. The method advantageously makes it possible to determine the vehicle position in the traffic node fixed coordinate system precisely, quickly and computationally easily. Furthermore, already existing elements or sensors are used in an advantageous manner as a rule.

The process can be carried out once at the time of entry. As explained in more detail below, this so determined entry or initial vehicle position can be subsequently updated.

In a further embodiment, a yaw angle is determined as the direction of travel information, wherein the yaw angle denotes an angle between a vehicle longitudinal direction and a reference direction of the global reference coordinate system. This has been explained previously.

In another embodiment, an updated vehicle position in

determined traffic node fixed coordinate system as a function of the last determined vehicle position in the fixed traffic coordinate system and a traveled path. The track can hereby by a device for

Track determination are determined.

Further described is a vehicle, wherein the vehicle comprises a device for determining the vehicle position in the traffic knot-fixed coordinate system according to one of the embodiments described in this disclosure.

Further described is a method for controlling a traffic flow through a traffic node. In this case, for at least one vehicle, the vehicle position in the traffic knot-fixed coordinate system is determined by a method according to one of the embodiments described in this disclosure. Furthermore, the traffic flow is controlled as a function of the vehicle position determined in this way. In particular, the control can take place by determining and transmitting direction control signals and vehicle speed control signals to the vehicle. The invention will be explained in more detail with reference to an embodiment. The figures show:

1 is a schematic block diagram of a device according to the invention,

Fig. 2 is a schematic plan view of a traffic junction with several

Vehicles and

3a-3c, the exemplary determination of a direction of travel.

Hereinafter, like reference numerals designate elements having the same or similar technical features.

FIG. 1 shows a schematic block diagram of a device 1 according to the invention for determining a vehicle position in a coordinate system fixed to the traffic knot. The device 1 is arranged in a vehicle V1, V2, V3, V4 (see FIG. 2). The device 1 comprises a transmitting / receiving device 2. By means of the vehicle-side transmitting / receiving device 2, signals of a transport node-side transmitting / receiving device 3 (see FIG. 2) can be received. Furthermore, the device 1 comprises an inertial sensor embodied as a magnetometer compass sensor 7, wherein a yaw angle α can be determined by means of the magnetometer compass sensor 7. Furthermore, the device 1 comprises a speed sensor 4, which detects a speed of the vehicle V1, V2, V3, V4.

The vehicle-side transmitting / receiving device 2, the magnetometer compass sensor 7 and the speed sensor 4 are signal and / or data technology connected to an evaluation device 5, which is also part of the device 1. As

Explained in greater detail below, a position of the traffic node-side transmitting device 3 in a vehicle coordinate system can be determined by means of the evaluation device 5 as a function of at least one signal property of a signal received by the transmitting / receiving device 2. Next can by means of

Evaluation device 5, the vehicle position in the traffic knot fixed

Coordinate system depending on the yaw angle α and the position of the

traffic node-side transmitting device 3 are determined in the vehicle coordinate system. Fig. 2 shows a schematic plan view of an intersection 6 with four road sections, each road section each comprising an entrance and a departure. Also shown are a first vehicle V1 which travels along the access of a first road section to the center of the intersection 6. Accordingly, a second, a third and a fourth vehicle V2, V3, V4 travel along the driveways of the further road sections towards the center of the intersection 6. A method for determining a vehicle position in a traffic knot-fixed coordinate system is described as an example for the first vehicle V1. Of course, the same method can be used to determine the vehicle position of the other vehicles V2, V3, V4. The first vehicle V1 and all other vehicles V2, V3, V4 may each comprise a device 1 (see FIG. 1).

The first vehicle V1 can periodically transmit request signals by means of the transmitting / receiving device 2. These can be received by a transport node-side transceiver 3. If a received power of a request signal is greater than a predetermined threshold value, then the traffic node-side transmitting / receiving device 3 generates a response signal, which in turn is received by the vehicle-side transmitting / receiving device 2.

Depending on a duration of this response signal, which of the

Transport node-side transmitting / receiving device 3 has been sent, a distance of the vehicle-side transmitting / receiving device 2 of the

traffic node-side transmitting / receiving device 3 in one

Vehicle coordinate system of the first vehicle V1 can be determined. The

Vehicle coordinate system of the first vehicle V1 includes a vehicle longitudinal axis x _V i, which may be oriented parallel to a roll axis of the vehicle V1. Further, the vehicle coordinate system of the first vehicle V1 comprises a transverse direction y _V i, which may be oriented parallel to a pitch axis of the vehicle V1. Not shown is a vertical axis of the first vehicle V1, which may be oriented parallel to a yaw axis of the first vehicle V1. Also shown is an origin C _V i of the

Vehicle coordinate system of the first vehicle V1. Accordingly, the coordinate systems of the other vehicles V2, V3 comprise, V4 also longitudinal directions x _V2, XV3, v ₄ and transverse directions y _V2, YV3 yv, ₄ and origins

A position of the vehicle-side transmitting / receiving device 2 in

Vehicle coordinate system of the first vehicle V1 is already known.

Also known is a location of the traffic node side transmit /

Receiving device 3 in a traffic node fixed coordinate system. This traffic-knot coordinate system comprises a longitudinal direction x _N and a

Transverse direction y _N , wherein the transverse direction y _{N is} oriented toward the magnetic north pole.

Also shown is an origin C _{N of} the traffic node fixed coordinate system, which is arranged in the center of the driveways.

Since the location of the transceivers 2, 3 in their respective

Coordinate systems is known, depending on the transit time of the signal, a distance between the origin C _V i of the vehicle coordinate system of the first vehicle V1 can be determined from the origin C _{N of} the traffic knot-fixed coordinate system. Also, the angle of incidence of the vehicle-side

Receiving device received response signal in the vehicle coordinate system can be determined. The angle of incidence and the distance can be coded as a direction vector in the vehicle coordinate system, the direction vector being oriented from the origin C _V i of the vehicle coordinate system of the first vehicle V1 to the origin C _{N of} the fixed-traffic coordinate system and the magnitude of the direction vector corresponding to the distance.

Thus, the position of the origin C _{N of} the traffic node fixed coordinate system in the vehicle coordinate system of the first vehicle V1 can be determined as a vector (x (C _N ) vi; y (C _N ) vi).

Further, a yaw rate α of the first vehicle V1 is determined. The yaw angle α denotes an angle between the vehicle longitudinal direction x _V i of the first vehicle V1 and the direction which is oriented toward the magnetic north pole. These Direction can also be referred to as Magnetic North. This direction forms a reference direction of a global reference coordinate system. The direction towards the magnetic north pole is oriented parallel to the transverse direction y _N.

In the exemplary embodiment illustrated in FIG. 2, the yaw angle of the first vehicle V1 is 0 °. Optionally, the magnetometer compass sensor can detect a yaw angle α different from 0 °, wherein this deviation may be due to measurement noise, in particular measurement noise according to a mean-free Gauss distribution.

For example, one standard deviation of this measurement noise may be between 1 ⁰ (inclusive) and 5 ° (inclusive).

Accordingly, a yaw angle α of the second vehicle V2 is 90 °, a

Yaw angle α of the third vehicle V3 180 ° and a yaw angle α of the fourth vehicle V4 270 ° and -90 °, respectively.

Depending on the yaw angle α determined in this way (see FIG. 3 a), a transformation matrix T _R can then be determined. The transformation matrix T _R allows the conversion of the coordinates of the origin C _{N of} the traffic node fixed

Coordinate system in the vehicle coordinate system of the first vehicle V1 in

Coordinates of the origin C _V i of the coordinate system of the first vehicle V1 in the traffic node fixed coordinate system. This can be done according to, for example

(x (Cvi) _N ; y (Cvi) N) = T _R ^■ (x (C _N ) vi; y (C _N ) vi) Formula 1.

The method may be performed when a vehicle V1, V2, V3, V4 first enters an entrance area at a predetermined area R around the origin C _{N of} the traffic node fixed coordinate system. In particular, the method described can be carried out once at the time of entry. The thus determined vehicle position in the fixed traffic coordinate system can then be transmitted via the transmitting / receiving device 2 to a central control device, not shown, wherein the central control device in dependence of

transmitted vehicle position can control a traffic flow through the intersection 6. Furthermore, the vehicle position in the traffic-knot-fixed coordinate system can be determined again after this first time. For this purpose, for example, a travel path of the vehicle V1, V2, V3, V4 can be determined between the entry time and a later, further time, wherein the travel path can be determined in dependence on speed information and direction information. The speed information can be determined in dependence on the output signals of the speed sensor 4 (see FIG. 1) and the direction information in dependence on the yaw angle α (see FIG. 1). Furthermore, the vehicle position determined at the time of entry can be fixed in the traffic node

Coordinate system depending on the distance traveled between the time of entry and the time further travel to be determined.

Fig. 3a shows an exemplary yaw angle a, which is between a

Vehicle longitudinal direction x _v and a transverse direction y _{N of} the traffic node fixed

Coordinate system is determined, wherein the transverse direction y _N is oriented parallel to a direction toward the magnetic north pole. In Fig. 3a, the yaw angle is positive and is about 30 °. In Fig. 3b, the yaw angle α is negative and is about -30 °.

LIST OF REFERENCE NUMBERS

1 device

2 on-board transmitting / receiving device

3 transport node-side transmitting / receiving device

4 speed sensor

5 evaluation device

6 intersection

7 magnetometer compass sensor

x _N longitudinal direction of the traffic-knot-fixed coordinate system y _N transverse direction of the traffic-knot-fixed coordinate system

C _N origin of the traffic-knot-fixed coordinate system vi, v2, v3, xv4 longitudinal directions of the vehicle coordinate systems yvi, yv2, yv3, yv ₄ transverse directions of the vehicle coordinate systems

C _V i, C _V 2, C _V 3, C _V 4 origins of the vehicle coordinate systems

α yaw angle

Claims

claims

1 . Device for determining a vehicle position in a coordinate system fixed to a traffic knot, wherein the device (1) has at least one receiving device (2) for receiving a signal of a traffic node transmitting device (3), at least one device for determining direction information in a global reference coordinate system and at least one

Evaluation device (5), wherein a spatial relationship between the global reference coordinate system and the traffic node fixed

Coordinate system is previously known, wherein by means of the evaluation device (5) in response to at least one signal property of a received signal, a position of the traffic node side transmitting device (3) in one

Vehicle coordinate system can be determined, wherein by means of the evaluation device (5), the vehicle position in the fixed traffic coordinate system as a function of the direction information and the position of the

traffic node-side transmitting device (3) in the vehicle coordinate system can be determined.

2. Device according to claim 1, characterized in that the device for determining a direction of travel information is designed as an inertial sensor or comprises an inertial sensor.

3. Apparatus according to claim 2, characterized in that the inertial sensor is designed as a magnetometer.

4. Device according to one of claims 1 to 3, characterized in that as the direction of travel information a yaw angle (a) can be determined, wherein the yaw angle (a) denotes an angle between a vehicle longitudinal direction and a reference direction of the global reference coordinate system.

5. Device according to one of claims 1 to 4, characterized in that the device (1) comprises a transmitting device (2) for transmitting the vehicle position in the fixed traffic coordinate system.

6. Device according to one of claims 1 to 5, characterized in that the device (1) comprises a device for determining the travel path of the vehicle, wherein an updated vehicle position in dependence of the last determined vehicle position and a traveled travel path can be determined.

7. The device according to claim 6, characterized in that the device for determining the travel path comprises the device for determining the direction information, a device for determining a vehicle acceleration and / or a device for determining a vehicle speed.

8. Arrangement for determining a vehicle position in a traffic-knot-fixed coordinate system, wherein the arrangement comprises a device (1) according to one of claims 1 to 7 and a transport node-side transmitting device (3).

9. A method for determining a vehicle position in a fixed traffic coordinate system, wherein by a vehicle-side receiving device (2) a signal of a hub transmission device (3) is received, with a direction information is determined in a global reference coordinate system, wherein a spatial relationship between the global

Reference coordinate system and the fixed traffic coordinate system is previously known, wherein a position of the traffic node-side transmitting device (3) is determined in a vehicle coordinate system depending on at least one signal property of the received signal, wherein the vehicle position in the fixed traffic coordinate system in dependence of

Direction information and the position of the hub

Transmitter (3) is determined in the vehicle coordinate system.

10. The method according to claim 9, characterized in that as

Driving direction information a yaw angle (a) is determined, wherein the yaw angle (a) denotes an angle between a vehicle longitudinal direction and a reference direction of the global reference coordinate system.

1 1. A method according to claim 9 or 10, characterized in that an updated vehicle position depending on the last determined vehicle position and a traveled track.